Internal-combustion engine



1,645,543 Oct. 18, 1927. A J. PATCH INTERNAL COMBUSTION ENGINE Filed Aug. 10. 1926 I5 Sheets-Sheet 1 du www.

l 1927. Oct 8 A. J. PATCH INTERNAL COMBUSTION ENGINE Filed Aug. 10. 1926 3 Sheets-Sheet 2 SHQ: nunja.

Oct. 18, 1927. 1,645,543

A. J. PATCH INTERNAL COMBUSTION ENGINE Filed Aug. l0. 1926 3 Sheets-Sheet 3 Patented Oct. 18, 1927.

PATENT VOFFICE..

ALLEN J. PATCH, OF RIPON, WISCONSIN.

:umanita-concerten ENGINE.

application mea August ia, 192s. serial n. 123,441.

The present invention relates to improvements in internal combustion engines of the four-cycle type, in which the intake-.and exhaustV of the motive gases are controlled bya single tubular `sleeve interposed between the piston and the walls of the cylinder which is reciprocated to open and close the intake and exhaust ports. I

The superiority of a reciprocating sleeve valve to control the intake and exhaust of the motiveI` gases over the more common form of poppet valve has been distinctively proven, but it has been found impossible with the linkage arrangement heretofore employed to properlA operate a single sleeve valve so as to hold the sleeve without movement during the period of high pressure in the cylinder, and thereby obtain the maximum power on theexpansion stroke. This is clearly recognized and set forth in the patent to Urtel, No. 1.156.508, in which it is proposed to overcome this diiliculty by making the intakelv and exhaust ports further apart so that the movement of the sleeve' during the period of high pressure in the cylinder will not uncover either of the ports during that period. While such an arrangement prev-ents the ports from becoming uncovered, and retains the motive gases within the combustion chamber during the period of high pressure, the spacing of the intake and exhaust ports a greater distance apart adversely eiects the timing of the valve. since the greater the distance between the ports. the further the valve will have to travel after closing the exhaust port before it opens the intake port.. thereby resultihg'in either an early closing of the exhaust or a late opening of the intake.'

It is anl object of my invention to provide a linkage arrangement for reciprocating the sleeve valve, by which the valve is given an irregular reciprocatory movement, and is held stationary at a point between the inlet and exhaust positions, the maximum power thereby being obtained during the exansion stroke. with the development of no interference with the timely opening' and closing of the intake and exhaust ports. It is further contemplated that the opening and closing of the ports will be with such rapidity that the greatest possible area of opening' will be obtained, up' to the-respective points of closing and opening.

Another object of my invention 'is the provision of a single reciprocating sleeve valve having a single row 4of openings distributed uniformly around the sleeve, through which openings the intake and exhaust gases alternately pass. y, By arranging the openings in this manner it is possible to seal them with a junk ring during the power stroke, and to arrange the intake and exhaust openings uniformly on opposite sides of the cylinder, ermitting their area to be thereby doubledl.J A further advantage in having the openings thus arranged is that the portion of the sleeve which is exposed to the heat of the exhaust gases will also be alternately subjected to the cooling effect of the incoming fuel mixture, which. to a considerable extent, will counteract the effect of the hot exhaust gases, and anyydistortion which might arise from exposing the parts on one side to the heat of the exhaust only, and those on the other side to the cooling eect of the intake only, will be prevented.

As commonly constructed, engines utilizing sucli reciprocating slide valves have been designed so that the intake is closed by the upward movement of the sleeve within the cylinder. Such a construction makes it necessary.y as the piston approaches the end of the intake stroke, for the incoming charge to -pass over the top of the lower wall defining the opening in the sleeve while it is approaching the upper side of the port 1n the cylinder. At this Vsame time the velocity of the mixture is being reduced and the-heavier particles of the fuel impinge against the wall of the sleeve instead of going Vover the top and into the combustion chamber, thereby giving a diluted mixture in the combustion chamber and also interfering with the proper lubrication of the sleeve valve.

A further object of my invention is to provide an internal combustion engine having a reciprocating sleeve valve which closes the intake port by a downward movement of the sleeve, whereby the lower side of the intake passage is swept clean until the moment at which the port completely closes. The heavier particles of the uel are thereby carried into the combustion chamber instead of settlin -to the oor of the intake port, and a su ciently rich charge is at all While some of the objects of my invention have already been pointed out, other objects and advantages will be readily appreciated by a reference to the accompanying specification and the drawings forming a art thereo,in which,

igure 1 is a vertical cross sectional view through an engine cylinder embodying my invention, the parts being shown inthe position assumed during the power stroke.

Fig. 2 is a view similar'to Fig. 1, with the parts shown in the position assumed during the intake stroke.

Figs. 3, 4, 5 and 6 are diagrammatic views of the position of the links for operating the sleeve valve during the intake, compression, expansion and exhaust strokes, respec tively, of the engine; and

Fig. 7 is the projected vlve motion curve produced bymy linkage arrangement.

By referring to Figs 1 and 2 it will be noted that the engine comprises the usual cylinder 1, piston 2, connecting rod 3 and crankshaft 4. Inter osed between the piston 2 and the walls of t e cylinder 1 is a reciprocating tubular sleeve valve 5. provided near its upper end with a plurality of. openings 16 uniformi distributed around its periphery in a horizontal plane. These openings are adapted to alternately register with a. lurality of intake and exhaust ports 7 an 8 which are likewise uniformly distributed around the c linder 1. The intake rts 7 are arrange above the exhaust Ports but are separated therefrom only a suiiicient distance to provide for the lap of the rts. This is possible, due to the novel inkage arrangement for reciprocating the sleeve valve 5, to be presently described,` which holds the valve without movement during the period of high pressure in the cylinder between the intake and exhaust strokes.

It is particularly desirable that the openings 6 in the sleeve valve 5 be in the same horizontal plane. as this makes it possible to seal them during the power stroke by means of a junk ring 9, located within the combustion chamber and preferably supported from the cylinder head 10 b v depending arms 11. and which comprises an annular ring l2 having a recess 13 into which is ttted the packing ring 14. By reference to Fig. 1 it will be seen that when the parts are in the position assumed during the power stroke, the openings 6 in the sleeve 5 are eectively sealed between the junk ring and that portion of the cyiinder wall between the intake and exhaust ports 7 and 8, and as the valve is given no movement at thisI time, the openings will remain sealed during substantially the entire period of high pressure within the cylinder. The arrangement of the openings 6 in a horizontal plane also permits the intake and exhaust ports to be formed in opposite sides of the cylinder, thereby permittin the area of those openin to be doubl y utilizinfg the same openings in the sleeve valve or admitting the combustible mixture into an for exhausting the spent ases from the combustion chamber, the

eatin effect of the exhaust gases is to a large egree counteracted by the cooling effeet of the incoming ses, and `as these openings are distribut uniformly around the sleeve, any distortion which would izesult from exposing theipor'ts on one side to the heat of the exhaust only, and those on the other side to the cooling eilect of the incoming gases only is eliminated.

The means for imparting the desired reciprocating movement to the sleeve valve 5 com rises a sprocket gear located on the cran shaft 4, about which passes the sprocket chain 16. The other end of the sprocket chain 16 passes around a relatively large sprocket gear 17. fast on one end of the stub shaft 18, which shaft is driven at one half the speed of the crankshaft 4. Rigidly secured to the other end of the shaft 17 is a crank 19 having connected thereto a connecting rod 20, the outer end of which is pivotally connected to one end of the link 21. The other end of the link 21 is pivotallv connected to the sleive 5 at the point c and causes the reeiprocation of the sleeve. While the means for imparting movement to the connecting rod and ultimately the sleeve 5 is shown and herein described as a simple crank. it is obvious that a wheel crank or an eccentric may be substituted therefor.

As the order of the four strokes are exhaust, intake, compression and expansion, it is necessary that the valve be in one extreme position during the exhaust stroke and in the other extreme position during the next or intake stroke. It is, therefore, obvious that if the movement imparted to the sleeve 5 were a uniform, uninterrupted reciprocating motion, the intake and exhaust ports would again be opened during the next two, or the compression and expansion strokes. It is, therefore, necessary that the movement of the sleeve valve 5 be interrupted between the next two strokes at a point between the intake and exhaust positions. In order to accomplish this interrupted reciprocatory movement of the sleeve valve, I provide the link 22, whichis pivoted at one end to a fixed pivot 23, and which has its other end pivotally connected to the connecting rod at b. The rotation of the crank 19 causes a resultant movement of the connecting rod 20, and the link 22 having one end pivotcd thereto and the other end nivoted to the fixed pivot 23. swings about said pivot and controls the movement of the connecting rod 20 and link 21 and conse uently the movement of the sleeve 5, there y causing the sleeve to lll) . rapid opening and c rduring the intake stroke and with be 'ven an interrupted reciprocatory motion aufl also causing it to remain stationary during the period of high pressure in the cylinder between the intake and exhaust strokes. By thus holding the sleeve 5 substantially stationary durm the period of high pressure in the cylin er, it is possible to reduce the distance between the intake and n exhaust ports to the bare minimum necessary to provide the lap on the ports. By providing this interrupted reci rocatory movement of the sleeve 5 and bylliringing the intake and exhaust orts close together, a osing of the ports with the greatest possible area of opening, up to the respective points of closing and opening, is obtained, and the ports are positively opened and closed at the correct time in relation to the crank cycle.

By referring to F1 s. 3, 4, 5 and 6, it will be readily seen how t e arrangement of the operating links causes the irregular reciprocatory movement of the sleeve. In Fig. 3 the parts are shown in the position assumed the opening 6 registerin with the intake ports 7. In this position, t e sleeve 5 is in the extreme upper position, the link 22 is substantially vertical, and the point a on the crank at its lowermost position. As the crank rotates, the point a at the inner end of the connecting rod 20 moves to the left and u wardly, and the link 22 moves to the left o the vertical. At the same time the link 21 has been moved to the left and drawn downwardly, which movement in turn causes the 'sleeve 5 to reciprocate until it was brought into the position shown in Fig. 4; at that time the compression in the cylinder takes place. From the position shown in Fig. 4, the int a begins an upward movement and t e connecting rod 22 moves to the ri ht until it again assum'es the substantially vertical position shown in Fig. 5. The combined movement of the points a and b results in the point c, where the connecting rod 21 is pivoted to the connectingrod 20, being moved in a arc d with the point c as its center, and wit the arm 21 imparting no movement whatever to the sleeve 5 during this period, as is clearl seen by com aring Fig. 4 with Fig. 5, whic shows the rellltive position of the parts` during the expansion stroke. Further rotation of the crank now causes movementof both the inta and the point D, with a resulting quic downward movement of the link 21 and of the sleeve 5 until the sleeve is brought into the position shown in Fig. 6, with t e openings 6 therein register-4 ing with the exhaust ports 8, at which` time the exhaust of the spent gases begins. At that time, the point a on the crank is slightly above the horizontal. As the exhaust of the spent motive gases takes place,v the crank 19 continues its movement until the point a assumes on the e ed es of the openin descends below the horizontaland begins a downward `movement which results 1n the inner end of connecting rod 20 being pulled back and downwardl and the point b being moved backward andy upwardly. This combined movement of points a and b results in the connectin rod 21 being rapidly raised upward and t e sleeve being quickly moved from its extreme ower position, which it xliauststroke, to the exready for the intake of 'Il tremeupper portion the next cycle.

It will be 'noted by referring to Fi l 3 and 4 that the intake port 7 is closed y a downward movement of the sleeve 5. By thus having the intake 7 closed by a' downward movement of the sleeve, the heavier particles, of fuel, which at the end of the intake tend to settle to the bottom of the port due to the decrease of velocit of the mixture, will be completely swept rom the floor of the intake port 7 until .the upper s 6 descend entirely be ow the lower side t ereo, thereb assuring a sulciently rich mixture wit in the combustion chamber at all times and 'preventing any li uid hydrocarbon finding its way between t e Vsleeve 5 and the cylinder wa ls 1 to adversely allect the sleeve.

The diagram of Fig. 7 represents the different phases of the movement of the valve when actuated with a linkage arrangement as above described. L In this diagram, the upper and lower dead centers of the crank shaft 4 are indicated by the lines 24 and 25 respectively, and the movement of the valve by the curved line. It will be noted that after the intake once begins to o n, the movement of the valve :is rapid until it has nearly reached the point of maximum opening. The movement is then slightly `arrested in order to allow a sullicient amount of fuel mixture to be drawninto the combustion chamber after which the valve is rapidly closed. llhe o i and closing of the inlet is represente onlle curve by the, numerals 27 and 28. From. the point 28 -where the intake. closes the movement of the valve is very slow until it reaches the point 29, atwhich it comes to rest. and remains stationary until the point 30 is reached. The distance on the curve between the points 29 and 30 represents the period. of maximum pressure in the cylinder between the intake and exhaust strokes. From the point 30 the valve maintains a slow movement until the exhaust opens; which is representedby the point 31. From this point the movement of the valve is again acce erated to give a rapid opening and closing of the exhaust and to return the valve to the other extreme end of the cylinder to open the intake for the next cyc e.

It will thus be seen that the linkage aro the lubrication of rangement of this invention produces a valve motion curve which substantially conforms to that which has been considered the theoretical curve to which approximation should be made, but which has been unobtainable with any linkage arrangement heretofore devised.

While I have described my invention in connection with the preferred arrangement of parts, it is to be understood that this disclosure is illustrative only and that the invention can be carried out by other arrangements within the scope of the appended claims, which will impart the desired interrupted reciprocating movement to the sleeve valve, and which will provide for the proper sealing of the ports and the openin of the intake by a downward movement o the sleeve.

The termi irregular reciprocating movement as hereinafter used in some of the claims to describe the movement of the sleeve valve, is used to designate a reciprocatory motion. which is arrested at certain periods to cause the sleeve valve to remain stationary, or a reciprocatory motion which merely slows down the movement of the sleeve at certain periods, while the term interrupted reci rocatory motion is used to define specifica y a reciprocatory motion which is interrupted and brought to a stop at a certain period of the cycle.

What I claim is:

1. In an internal combustion engine having admission and exhaust ports through its wall, a slide valve controlling said ports, and a simple crank and linkage for giving said valve an interrupted reci rocatory motion.

2. In an internal comgustion engine having admission and exhaust ports through its wall, a slide valve controlling said ports, and means for giving said valve an irregular rcciprocatory motion comprising a shaft driven by the engine, a crank o erated by said shaft, a link connecting sai crank to the slide valve and a second link controlling the movement of the first mentioned link.

3. In an internal combustion engine having admission and exhaust ports through its wall, a slide valve controlling said ports, and means for giving said valve an irre ar reciprocatory motion comprising a shaft driven by the engine, a crank operated by said shaft, a link connecting the crank to the slide valve and a second link controlling the movement of the first mentioned link, said second link having one end thereof secured to a fixed pivot.

4. In an internal combustion engine having admission and exhaust ports through its wall, a slide valve controlling said ports, and means for giving said valve an irregular reciprocator motion comprising a shaft driven b the engine, a crank operated by laid sha t, a link pivoted at one end to the wall and controlling said crank and at its other end to the slide valve, and a second link pivoted at one end to a fixed pivot and at its other end to the crank for controllin the movement of the first mentioned 1mg' i 5. In an internal combustion engine having admission and exhaust orts through its wall, a slide valve controllingsaid ports, and means for giving said valve an irregular reclprocatory motion com rising a shaft driven at engine speed, a alf-speed shaft, a crank on the hal -speed shaft, a link connecting the crank to the slide valve anda second link controlling the movement of the first mentioned link.

6. In an internal combustion engine having admission and exhaust ports through its wall, a slide valve controlling said ports, and means for giving said valve an irregular reclprocatory motion comprising a shaft driven at engine s eed, a half-speed shaft,- a crank on the hal -speed shaft, a link connesting the crank to the slide valve and a second link controlling the movement of the first mentioned link, said second link having one end thereof secured to a fixed pivot.`

7. In an internal combustion engine having admission and exhaust orts through its wall, a slide valve contro ling said ports, and means for giving said valve an irregular reciprocatory motion com rising a shaft driven at engine s ed, a alf-speed shaft. a crank on the hal -speed shaft, a link connecting the crank to the slide valve, and a second link pivoted at one end to a fix pivot and at its other end to the crank.

8. In an internal combustion engine having admission and exhaust ports through its wall, a piston, a tubular slide valve arranged between the piston and the cylinder ports, and means for givin said valve an irregular reciprocatory motion comprising a shaft driven at engine speed, a half-speed shaft driven from said first mentioned shaft, a crank on the half-speed shaft, a connecting rod thereon, a link connecting said connecting rod r'and the slide valve, and a second link pivoted at one end to a fixed pivot and at its other end to the connecting ro 9. In an internal combustion engine having admission and exhaust ports through its wal'l, a piston, a tubular slide valve arranged between the piston and the cylinder Wal and controlling said ports, and means for giving said valve an irre lar reciprocatory motion comprising a s aft driven at engine speed, a half-speed shaft driven from said first mentioned shaft, a crank on the half-speed shaft, a connecting rod thereon, a link connecting the outer end of said arm and the slide valve and a second 'link pivoted at one end intermediate the ends of the connecting rod and at its other end to a fixed pivot.

10. In internal combustion engine having admission and exhaust ports ,through its wall', a slide valve having openings adapted to register alternately with the admission and exhaust orts, and a single crank and linkage for giving said valvean interrupted reciprocatory motion.

11. In an internal combustion engine having a plurality of admission and exhaust,

ports through its wall, a, slide valve having a plurality of o nings adapted to register alternately witlliethe admission andI exhaust ports, and a single crank and linkage for givingsaid valve an interrupted reciprocatory motion.

12. In an internal combustion engine having a plurality of admission and exhaust ports arranged respectively in different horlzontal planes about the cylinder wall, a slide valve having a plurality of openings adapted to register alternately with the admission and exhaust orts, and a single crank and linkage for giving said valve an interrupted reciprocatory motion.

13. In an internal combustion engine having admission and exhaust ports through its Wall adjacent the head o lthe cylinder, a piston, a tubular slide valve arranged between the piston and the cylinder wall having a plurality of openings adapted to register alternately with the admission and exhaust ports, and a single crank` andli'nk.- age for giving said valve an interrupted reciprocatory| motion.

14. In an internal combustion engine having a plurality of admission and exhaust ports through its wall, adjacent the head of the cylinder, a piston, a tubu'lar slide valve arranged between the piston and the cylinder wall having a plurali of openings adapted to register a ternate y with the admission and exhaust ports and means for giving said slide valve an irregular reciprocatory motion comprising a shaft driven b the engine, a crank operated by said shaiy, a link connecting the crank to the slide valve and a second link controlling the movement of the first mentioned link.

15. In an internal combustion engine having a pluralit of admission and exhaust ports through its wall, adjacent the head of the cylinder, a piston, a tubular slide valve arranged between the piston and the cylinder wall having a. plurality of o 'ngs adapted to register alternately with the admission and exhaust ports and means for giving said slide valve an irregular reciproeatory motion comprising a shaft driven by the engine, a crank operated by said shaft, a link connecting the crank to the slide valve and a second link controlling the movement of the first mentioned link, said second link having one end thereof secured to a fixed pivot.

16. In an internal combustion engine having a lurality of admission and exhaust ports t rough its wall, adjacent the head of the cylinder, a,y piston, a tubular slide valve arran ed between lthe piston and the cylinder wal having a lurality of openings adapted to register a ternately with the admission and exhaust ports and means for giving said slide valve anirre ular reciprocatory motion comprising a s aft driven by theen ne, a crank operated by said shaft, a lin ivoted at one end to the crank and` at its ot er end tothe slide valve, and a second link pivoted at one end to a fixed pivot and at its other end to the crank for controllin the movement of the first mentioned lin 17. In an internal combustion engine having a plurality of admission and exhaust ports through its wall, adjacent the head of the cylinder, a piston, a tubular slide valve arranged between the piston and the cylinder wall having a luralit of openings adapted to register a ternate y with the admission and exhaust ports and means for giving said slide valve an irre ular reciprocatory motion comprising a. aft driven at engine speed, a. ha f-speed shaft, a crank on the half-speed shaft, a link connectin the crank to the slide valve and a secon link controlling the movement of the first mentioned link.

18. In an internal combustion engine having a plurality of admission and exhaust ports through its "wall, adjacent the head of the cylinder, a piston, a tubular slide valve arranged between the iston and the cylinder wall having Va. uralit of openings adapted to register aliternate y with the admission and exhaust ports and means for giving said slide valve an irregular reciprocatory motion compris' a shaft driven at engine s eed, a half-sp shaft, a crank on the hal -s eed shaft, a link connecting the crank to t e slide valve, and a. second link controllin the movement of the first mentioned link said second mentioned link having one end thereof secured to a fixed pivot.

19. In an internal combustion engine having a lurality of admission and exhaust ports t ough its wall, adjacent the head of the cylinder, a piston, a tubular slide valve arranged between the iston and the cylinder wall having a plhralit of openin adapted to register a ternate y with the mgl mission and exhaust ports and means for giving said slide valve an irregular reciprocatory motion comprising a shaft driven at engine s eed, a half-speed shaft driven from said rst mentioned shaft, a crank on the half-speed shaft having a connecting rod connected thereto, a link connecting said connecting rod and the slide valve and a second link pivoted at one end to a fixed pfiot and at its other end to the connecting r 20. In\an internal combustion en ne having a plurality of admission an exhaust ports t rough its wall, adjacent the head of the cylinder, a piston, a tubular slide valve arranged between the piston and the cylinder wall having a plurality of openings adapted to register ,alternately with the admission and exhaust ponts and means for giving said slide valve an irregular reciprocatory motion comprising a shaft driven at'engine speed, a. half-speed shaft.

driven from said first mentioned shaft, a crank on the half-speed shaft having a connecting rod connected thereto, a link connecting the outer end of said connecting rod and the slide valve and a second link piv oted at one end intermediate the ends of the l connecting rod and atL its other end to a fixed pivot. w

21. In an internal combustion engine of the four-cycle type having admission and exhaust ports extending through the wall of.

the -cylinderaslide valve controlling said meansfforimparting a reciprocatory ,motion to' thefslide valve, and a single crank and Alinkage for causing the movement of theslidelvalve'to be arrested for a period .Between the ntak'eand the exhaust. 22.' In an .internal combustion engine of the four-cycle type having admission and exhaust ports extending through the wall of'thel cylinder, a slide valve controlling said ports, means for imparting a reciprocatory motion to the slide valve, and means forcausing the movement of the slide valve to be arrested for a period between the intake and the exhaust, comprising a link pivoted at one end to a fixed pivot and having its 'other' end connected to the means for im arting the reciprocatory motion to the sli @valve In testimony whereof I aiiix my signature.

ALLEN J. PATCH.

20. In\ an internal combustion engine having a lurality of `admission and exhaust ports t rough its wall, adjacent the head of the cylinder, a piston, a tubular slide valve arranged between the piston and the cylinder wall having a plurality of openings adapted to register alternately with the admission and exhaust ports and means for giving said slide valve an irregular reciprocatory motion comprising a shaft driven at engine Speed, a half-speed shaft driven from said first mentioned shaft, a crank on the half-speed shaft having a connecting rod connected thereto, a link connecting the outer end of said connecting rod and the slide valve and a second link pivoted at one end intermediate the ends of the connecting rod and at its other end to a fixed pivot.

21. In an internal combustion engine of the four-cycle type having admission and exhaust ports extending through the wall of the cylinder, fa slide valve controlling said ports, means for imparting a reciprocatorjy7 ,motion to the slide valve, and a single crank and linkage for causing the movement of the slide valve to be arrested for a period between the intake and the exhaust.

22. In an internal combustion engine of the four-cycle type having admission and exhaust ports extending through the Wall of the cylinder, a slide valve controlling said ports, means for imparting a reciprocatory moton to the slide valve, and means for causing the movement of the slide valve to be arrested for a period between the intake and the exhaust, comprising a link pivoted at one end to a fixed pivot and having its other end connected to the means for imparting the reciprocatory motion to the slide valve.

In testimony whereof I afix my signature.

ALLEN J. PATCH.

Certllcate of Correction.

Patent No. 1,645,543.

ALLEN J. PATCH.

Granted October 18, 1927, to

It is hereby certified that error appears in the printed specification of the abovenumbered patent word simple rea uil-ing oorrectlon as follows: Page single; and that the said Letters Patent should be read with 4, line 37, claim 1, for the thiscorrection therein that the same may conform to the record of the rase in the Patent Office.

Signed and sealed this 8th day of November, A. D. 1927.

M. J. MOORE, Acting 'omfmssioner of Patents.

Certificate of Correction.

Patent No. 1,645,548. l Granted October 18, 1927, to ALLEN J. PATCH.

It is hereby certified that error appears in the printed specification of the abovenumbered patent requiring correction as follows: Page 4, line 37, claim 1, for the word simple read single,- and that the said Letters Patent should be read with this-correction therein that the same may conform to the record of the case in the Patent Oce.

Signed und sealed this 8th day of November, A. D. 1927.

[51ML] M. J. MOORE,

Acting Commissioner of Patents. 

